Parking area space vending apparatus



'Feb.24, 1959 H.' a. NUTTER 2,874,

PARKING AREA SPACE VENDING APPARATUS Filed Feb. 20, 1953 2 Sheets-Sheet 1' i INVENTOR l HUGH G.Nqrrr-:R

7 MM WW Feb. 24, H. G. INUTTER PARKING AREA "SPACE VENDING APPARATUS Filed Feb 20, 1953 v 2 Sheets-Sheet 2 I t /74 I 32' Aral v IN VEN TOR.

Hum-i E. Nurrsa.

Wm flAJ.

U ed see Patm O PARKING AREA SPACE VENDING APPARATUS Hugh G. Nutter, Grosse Pointe Farms, Mich., assignor, by mesne assignments, Automatic Parking Devices, Inc., Detroit, Mich., a corporation of Michigan Application February 20,1953, Serial No. 338,036

- 1 Claim. (Cl. 194-9 This invention re generally to vended parking of motor vehicles and ticularly to apparatus for controlling .entrance and exit of the vehicles.

In the past, it has been proposed to equip commercial automobile parking .areas withapparatus designed to vend theparking space by .controlling entrance and exit barriers substantially automatically to the end of eliminating the needfor attendants. One of the objections to certain ofthese proposed systems is that they permit customers to enter afullyoccupied parking area in futile search of a parking space with resulting traflic confusion and customer dissatisfaction. In some vended parking area systems, it has been proposed to have customers pay at the entrance thereto, such as by inserting a coin in a coin operated barrier control, whereas in other systems, it has been proposed to have an open entrance and locate the coin operated control at an exit barrier. In the first instance, the ohjections are that the customer does-not always have the correct change for the coin operated control, and that .it .is possible .to enter the area from the exit and thus defeat the vending machine. In the second instance, it is possible for more than one car to exit .on opening-of the barrier if the barrier is slow operating and if a fast acting barrier is used, there is the danger of its striking the vehicles. 'In any .event, proposed systems of the pasthave been impractical and generally unsatisfactory for theabove, among other reasons.

Accordingly, it is anobject of my invention to provide an improved parking area space vending apparatus in which the above. mentioned objections are obviated.

In general, it is an object of my invention to provide an eflicient and dependable commercial parking area space vending apparatus to the end of eliminating need for attendants.

Specifically, it is an object of my invention to *provide'an improved parking space vending apparatus which automatically prevents entrance of cars to the area when the area is fully occupied. I V Y i i Another object of the invention is to provide an improved parking space-vending apparatus in which a computer, operable in response to operation of both an entrance barrier and an exitbarrierpreventsopening ofthe entrance barrier when the parking area is completely occupied.

Another object of the invention is to provide an improved parking areavending apparatus which insures passage of one vehicle at a time through the exit without danger of damage to the vehicle by the exit barrier.

Other objects of the invention. will become apparent from the following description taken in connection with the accompanying drawings in which: i i i Fig. l is a perspective view of a'parking area having my improved parking space vending apparatus, and

Fig. '2 is a diagrammatic illustration of my improved parking area space vending apparatus.

Referring to therdrawingsbycharacters of reference, I have represented in part by the dot and dash line 20, a car parking area lwhichtmayibe within a building or not,

A 2,874,819 Patented Feb. 24, 195.9,

ICC

as the case may be. The parking area has a vehicle entrance 22 anda vehicle exit 24 which may be located as desired with respect to the parking area, preferably to facilitate parking and movement of cars between the gates and the parking spaces.

Controlling the entrance .22 is a movable 'barrieror gate 26 which is normally closed, and controlling the exit 24 is a movable barrier or gate 28 which is also normally closed. Between the entrance gate 26 and the exit gate 28, I provide a normally open barrier or gate 30 which controls exitof vehicles from, the area in the sense that this gate functions to effect exit of the vehicles singly, thus permitting fast gate action without danger of gates descending on the next car in line. To this end gate 30 is spaced from exit ,gate 28 a distance sufiicientto accommodate therebetween'not more than one vehicle so as to prevent more than one car leaving the exit for each operation of the exit gate 28. .Gates 26, 2,8 and 30 may be pivotallymounted on standards 27, 29 and 31 respectively. I i I Anelectric motor 32 maybe used to operate entrance gate 26 and may be .operatively connected thereto by any ofthe well known suitable'means. .Motor 32 is of the so-called three wire reversible type "having lead Wires 34, 36 and 38 connected to main leads 48 and 50iwhich represent the conventional 230 v. line. Main leads 48, 50 ,connect, to the primary coil 44 of a transformer having the usual secondary coil46 to provide stepped down voltage for sensitive controls.

A pair of line relays 51, 52 control motor 32 land are respectively connected in motor lead wires 34 and 38. Relays 51 and 52 are controlled by vehicle actuated switches 54. and 56 and are also controlled .by a pair of gate actuated limit switches 58 and.60. Relay"51.is energized to open gate 26, and relay '52 is energibed to close the gate. The vehicle operated switches 54, 5.6 control motor relays. 51, 52 through a relay 62 which together with limit switches 58, '60 control the circuits of motor relays 51, 52. As shown, the1limit switches 58, 60 are biased toward closed position and. are arranged such that switch 58 is opened by and 'uponrnov'ement of the gate 26 to open positionand switch 60 is opened by and upon movement of gate 26to closed position.

Any suitable type of control which is responsive to or is actuated by a vehicle approaching entrance gate 26 may be used. In the present instance, the vehicle operated switches 54, 56 are diagrammatically illustrated as mat typeswitches. These mat type switches are biased to open position and are closed by the weight of .a vehicle about to enter gate 26. As shown the switches 54, 56 are arranged along the .approach to gate 26 with switch 54 anterior to switch 56, .since switch 54 is .a starting switch, whereas switch 56 is a circuit holding switch. The distance between the switch mats should be such that a vehicle will move onto switch 56 before releasing switch '54. Also, the mat of switch 56 shouldbe rnade sufliciently long and arranged to extend into the entrance gate so that the switch will not be releasedflbefore the vehicle clears the gateway. Switch '54 is represented as having a fixed contact 64 and a vertically movable contact 66. Similarly, switch 56 is represented as having' 'a fixed contact 70 and avertically movable contact 72.

Relay 62 is a conventional type having a coil 74, a switch blade 76, and a fixed contact 78. A second switch blade is connected to move with the first and is engageable with either of two spaced contacts 82 and '84 to control circuits hereinafter described in detail. Line relay 51 is of the conventional type having a coil 86 and'a switch blade 88 and similarly line relay 52 has a coil 90 and a switch blade 92. As shown, blades 88 and 92 are in motor lead 34 with blade 88 normally open and blade 92 normally closed with-respect'to said 3 lead. When relay coil 90 is energized, blade 92 is closed to connect motor lead 38 to line through motor lead 34.

With respect to the starter circuit, vehicle operated starter switch 54 is connected by a lead wire 94 to one end of relay coil 74 which has its other endconnected by lead wire 96 to one side of the transformer secondary coil 46. From the other side of the transformer secondary coil 46, a lead wire 98 connects to the movable mat contact 66. To effect a holding circuit for relay 62, lead 98.is connected to switch contact 70 and the cooperating movable contact 72 is connected by a lead wire 100 to contact 78 of relay 62 which has blade 76 connected to relay coil 74, as at 102.

From main lead 48, a lead wire 104 connects to one end of relay coil 86 which has its other end connected to the contact of limit switch 58. From the switch blade of limit switch 58, a lead wire 106 connects to relay contact 82 which connects through blade 80 and lead wire 108 to the other main lead 50.

The line relay coil 86, limit switch 58, relay switch 80, and contact 82 are in series circuit across main leads 48 and 50. The circuit includes a lead wire 104 from main lead 48 to relay coil 86, a lead wire 110 from relay coil 86 to the limit switch 58, a lead 106 to relay contact 82, relay blade 80 and a lead wire 108 from relay switch blade 80 to the other main lead 50. The other line relay coil 90, limit switch 60, relay switch blade 80 and contact 84 are in series circuit across main leads 48 and 50 and includes lead wire 108, relay switch blade 80, relay contact 84, a lead wire 114 to the contact of limit switch 60, a lead wire 116 from the limit switch to relay coil 90, a lead wire 118, and a lead wire 104 to main lead 48.

It will be noted that the gate operating means and controls for intermediate gate 30 and exit gate 28 are similar to those of previously described gate 26 and therefore primed reference characters have been given like parts to avoid unnecessary repetitious description. Between intermediate gate 30 and exit gate 28 is a vehicle operated mat type switch 120 which, like the previously described mat switches, is diagrammatically illustrated as comprising a fixed contact 122 and a vertically movable contact 124. The vehicle operated mat switch 120 is located in the path of exiting vehicles such that a departing vehicle must traverse and repress the switch. Mat switch contacts 122 and 124 are connected across the secondary coil 46 by lead wires 126 and 128 respectively, and in lead wire 126 is a relay coil 130 to actuate connected together switch blades 132 and 134. The relay switch blades 132 and 134 are biased to engage contacts 136 and 138 respectively and upon energization of coil 130 engage contacts 140 and 142 respectively. A lead wire 144 connects relay contact 140 to the normally closed limit switch 60' and the lead wire 116' connects the limit switch to one end of line relay coil 90' which has its other end connected by lead wire 104' to main lead 50. From the other main lead 48, a lead wire 146 connects to relay switch blade 132, and in lead wire 146 I provide a coin controlled mechanism, designated generally by the numeral 150. The coin controlled mecha nism' 150 is represented as comprising a normally open switch which is closed by insertion of a coin or coins into the device. Thus, it will be understood that motor 32' is controlled by both the vehicle actuated switch 120 and the coin controlled device 150.

The exit gate 28 is also controlled by the coin actuated control 150 and in response to operation of the intermediate gate 30. To this end, a lead wire 152 connects the exit gate limit switch 58" to the intermediate gate limit switch 58 such that immediately following closing of limit switch 58', exit gate 28 will begin to open. The contact of exit limit switch 58" is connected by lead wire 154 to relay blade 134;

It will be understood that any of the well known suitable coin actuated controls may be used and that it is preferably located between gates 30, 28 and positioned such that it is conveniently accessible to the driver of a vehicle standing between the gates.

In order to prevent customers from entering the parking area when no parking space is available, I provide a computer or differential counter 160 which when the parking area is completely occupied prevents opening of the entrance gate 26 irrespective of operation of the starter switch 54. Differential counter 160 is represented diagrammatically as comprising a toothed wheel 162 and a pair of wheel actuators or solenoids which may respectively include plungers 164, 166 and solenoid coils 168, 170. The wheel 162 is rotatable clockwise by plunger 164 and counter clockwise by plunger 166. Upper ends of each plunger 164, 166 has a tooth and the wheel has two sets of teeth for engagement respectively by the plungers.

Solenoid coil 168 is connected in lead wire 104 and thus is in series circuit with entrance gate limit switch 58 and relay switch blade 80. Similarly the other solenoid coil 170 is connected by lead 172 to the main lead 50 and the other end of coil 170 is connected by lead 174 to relay contact 142 which through switch 134, leads 152, 154 and lead 178 is in series with the intermediate gate limit switch 58' and the exit gate limit switch 58". Thus, it will be understood that on entrance of a vehicle to the parking area, solenoid coil 168 is energized to move wheel 162 in a clockwise direction and that a vehicle leaving the area causes solenoid coil 170 to be energized to'rotate the wheel 162 counter clockwise. Rotatable with wheel 162 is an arm 185 which opens a switch 182 when the parking area is completely filled, and switch 182 opens the starter relay coil 74 so that entrance gate 26 cannot be raised by a vehicle depressing the starter switch 54.

A light 184, lighted sign, or other signal may be used to advise approaching customers when the parking area is filled and the light may be controlled by the difierential counter actuated switch 182. Light 184 is connected across main leads 48, 50 by lead wires 186, 188 and the light circuit is controlled by a relay 190. Relay 190 is connected to the transformer secondary coil 46 by lead wire 192 and by lead wire 194 which connects to a com tact 196 of switch 182. When a vehicle enters through gate 26 to occupy the last available parking space, the differential arm 185 moves the arm of switch 182 into engagement with contact 196 which closes the circuit of signal lamp 190. Arm 185, or the arm of switch 182 may be flexible to allow the arms to pass each other.

Operation In general, my vended parking area control apparatus operates as follows: When a vehicle approaching entrance gate 26 runs onto switches 54, 46, circuit is completed to motor relay 51 provided that switch 182 is in the space available or the position shown. Also, the coil 168 of the differential counter is energized to register the incoming vehicle. The energized reversible motor 32 drives in a direction to raise gate 26 until the gate opens limit switch 58. Upon proceeding through the entrance, the holding switch 56 is released allowing relay 62 to close circuit through limit switch 60 and relay 52 to energize motor 32 which now drives in a direction to move gate 26 to closed position which is reached when the gate opens limit switch 60.

A vehicle leaving the parking area, is driven past the normally open intermediate gate 30 onto and closes switch 120, and when the proper fee is deposited in the coin operated control 150, a circuit is completed to motor relay 52, energizing the motor to close gate 30 behind the vehicle. Also when the coin operated control 150 closes the circuit of motor 32', the circuit of the differential counter coil is also closed which causes wheel 162 to be moved counter clockwise and register departure of the vehicle.

When gate 30 has moved toward closed position to i gem,

the point where it allows limit switch 58' to close, .circuit is then completed to the exit, gate motor relay 5,1" and the motorthen drivesin a directiontoopen exit gate 28. Mat switch 120 is made sufliciently long and may extend under exit gate 28 such that the vehicle will ,hold the mat switch closed until the vehicle is clear of the gateway. When the vehicle runs off of and releases switch 120, the controls return to the positions shown.

. Detail operation In detail my ,parking area ,space vending apparatus operates as follows:' When a vehicle approaches entrance gate 26, the-vehicle successively runs onto nd closes starting switch 54 and holding switch 56. If there is unoccupied space in the area, the differential operated switch 182 will be 'in the position shown and'the following circuit will be closed through relay coil 74. From one side of the transformer secondary 46 through lead wire 96, switch 182, relay coil 74, lead wire '94, starting switch contacts 64, 66, and lead wire 98 to the other side of the transformer secondary 46. Energization of relay coil 74 moves relay arm 76to contact 78 and the vehicle runs onto holding switch 56 before releasing starting switch 54 with the result that the following holding c cuit is completed: From one side of the transformer secondary coil 46, through lead wire 96 diflerential counter actuated switch 182, relay coil 74, lead wire 102, switch arm 76, lead wire 100, holding switch contacts 70, 72, and lead wire 98 to the other side of the transformer secondary coil 46.

Energization of relay coil 74 also moves switch arm 80 into engagement with contact 82 which closes the following circuit of the motor relay 86: From the main lead 50 through lead 108, relay switch arm 80, contact 82, lead wire 106, closed limit switch 58, lead wrie 110, relay coil 86 and lead wire 104 to the other main lead 48. Also, a circuit is completed tothe differential counter solenoid coil 168, as follows: From main lead 48 through coil 168, lead wire 104, coil 86, lead 110, limit switch 58, lead 106, relay contacts 82, 80 and lead wire 108 to the other main lead 50. On energizing of coil 168, the plunger 164 is moved down and moves wheel 162 one notch to register the incoming vehicle.

Energization of motor relay coil 86 closes the following circuit to motor 32. From main lead 48 through lead wire .34, switches 92, 88, lead 34, motor 32 and lead 36 to the other main lead 50. When this circuit is closed, reversible motor 32 drives in a direction to move gate 26 to open position. Initial movement of gate 26 from closed position allows biased limit switch 60 to close and nearing open position, gate 26 engages and opens the limit switch 58 which breaks the circuit of relay coil 86 and stops motor 32. When the vehicle moves into the parking area thus releasing holding switch 56 and tie energizing relay coil 74, the switch arms 76, 80 are free to return to the positions shown. Since limit switch 60 is closed, the following circuit is closed to energize motor relay coil 90 when relay coil 74 is deenergized. From main lead 48, through lead wire 104, lead 118, relay coil 90, lead Wire 116, closed limit switch 60, lead wire 114, relay contacts 84, 80 and lead wire 108 to the other main lead 50. Energizing of relay 90 closes the following circuit to the motor 32: From main lead 48, through lead wire 38, switch blade 92, lead wire 38, motor 32 and lead 36 to the other main lead 50. Motor 32 now drives in a direction to move gate 26 to closed position, closing limit switch 58 and opening limit switch 60. Thus by movement of the vehicle, the normally closed entrance gate 26 is opened, the entering carregistered by the diflerential counter 160, and the gate then closed behind the vehicle.

On leaving the parking area, a vehicle is driven past the normally open intermediate gate 30 and stops before closed exit gate 28, to rest on and close switch 120. Closing of switch 120 completes the following circuit of relay 130: From one side of the transformer secondary 46 through lead wire 1.26., relay coil .130, vehicle operated switch contacts 122, .124 and lead wire 128;to'the other side of the transformer secondary. Relay 130 iis now energized, moving switch blades 132 134 respectively into engagement with contacts 140, 142, but circuit to motor relay coil is not completed until the proper'fee is deposited in the coin operated control 150 since said control is inseries circuit with-relayswitch132 and is normally open, as indicated. Upon .inserting the ,proper fee in the coin operated control, the followingcircuit is completed to motor relay90': From main lead 50 through lead wire 104, lead 118', motorrelay coil-90, lead wire 116, limit switch 60', lead wire 144, relay contact 140, relay switch blade 132, lead wire 146 and through the'coin operated control 150 to the other main lead wire 48. Also, the following circuit is completed to the diflerential counter coil 17 0. Frommain lead 50 through lead wire 172, coil 170, :lead wire 174, relay contact 142, switch blade 134, lead wire 154, exit gate .limitswitch 58?, lead wire 152, intermediate,gatelimitswitch58' and lead wire 178 to the other main lead 48. Thus, when coin is deposited in coin operated control 150, motor relay coil 90 is energized and the diflerential counter coil 170 is energized. Energizing of motor relay 90' closes the following circuit to motor 32: From the main lead 48, through lead wire 38', closed relay 52' to motor 32' and from the motor through line wire 36' to the other main lead 50. Motor 32' drives in a direction to lower gate 30 which closes limit switch 58 and opens limit switch 60'. Energizing of the differential counter coil 170 moves wheel 162 counter clockwise to register departure of the vehicle.

Opening of exit gate 28 is elfected slightly behind the closing of intermediate gate 30 due to the time interval required for gate 30 to close limit switch 58. When limit switch 58' closes, the following circuit is completed to the relay 51": From main lead 50 through line 104", coil of relay 51 to lead wire 174, through closed relay contacts 134, 142, lead wire 154, exit gate limit switch 58", lead wire. 152, intermediate gate limit switch 58' through lead wire 178 to'the other main lead 48. This closes the following circuit to exit gate motor 32": From main lead 48 through lead wire 34" closed relay 52", energized relay 51", lead 34" to motor 32" and from the motor through lead wire 36" to the other main lead 50. Motor 32 drives in a direction to open gate 28 which closes gate limit switch 60' and opens limit switch 58". It will be understood that exit gate 28 is raising as intermediate gate 30 is closing with exit gate starting slightly behind gate 30. The vehicle then proceeds through the open exit gateway and when clear of the gate rolls off the mat switch 120. This allows mat switch to open and the following circuit is closed through the coil of relay 52". From the main lead 50 through lead wire 104", coil of relay 52", lead wire 116", limit switch 60 to relay contact 136, switch arm 132, lead wire 146 through coin operated control to the other main lead 48. This closes the following circuit to' motor 32": From main lead 48 through lead wire 38", energized relay 52" to the motor 32" and from the motor through lead wire 36" to the other main lead 50. Motor 32" now drives in a direction to close exit gate 28 which closes limit switch 58" and opens limit switch 60" thus returning the controls to the normal positions thereof for controlling exit of the next vehicle to leave the parking area.

From the foregoing description it will now be understood that I have provided an improved space vending apparatus for vehicle parking areas to decrease need for attendants for such areas. It will be appreciated that my apparatus will automatically prevent entrance of vehicles to a completely occupied parking area by reason of the provision of a differential counter adapted to prevent opening of the entrance gate when no parking space is available. Furthermore, I have eliminated objections to exit gate control and operation by providing an intermediate gate to prevent more than one vehicle passing through exit gate on a single fee and at the same time allow for suitable slow action of the gates to prevent them striking vehicles. In this connection, it will be noted with my apparatus that operation of exit gate is controlled by the vehicle actuated switch, coin operated control, and the intermediate gate whereby to insure fee collection, rapid movement of traffic through the intermediate and exit gates, together with increased safety against possibility of gates striking exiting vehicles.

While I have shown and described my invention in detail, it is to be understood that the invention is to be limited only by the spirit and scope of the appended claim.

, I claim: 1 1

-An apparatus for vending vehicle parking area space comprising, a normally closed exit barrier, a motor operable to move said barrier to open position, a second and normally open barrier, a motor operable to move said second barrier to closed position, said barriers spaced 8 apart a distance to accommodate therebetween not more than one vehicle at a time, a switch actuated by the weight of a vehicle moving into the space between said barriers, a coin operated switch cooperable with said.

first switch to energize said second motor to close said second barrier, and a limit switch actuated by closing action of said second barrier to energize said first motor to open said first barrier.

References Cited in the file of this patent UNITED STATES PATENTS 

